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Research Papers

Influence of Track Irregularities in the Catenary-Pantograph Dynamic Interaction

[+] Author and Article Information
A. Carnicero, J. R. Jimenez-Octavio

C. Sanchez-Rebollo

 Institute for Research in Technology, ETSI-ICAI, Universidad Pontificia Comillas, 28015 Madrid, Spain

A. Ramos

 Fuel Rod Technology Engineering, ENUSA, 28040 Madrid, Spain

M. Such

Mechanical Department, ESTEC, European Space Agency, 2200 AG Noordwijk, The Netherlands

J. Comput. Nonlinear Dynam 7(4), 041015 (Jul 20, 2012) (6 pages) doi:10.1115/1.4006735 History: Received November 24, 2011; Revised April 12, 2012; Published July 20, 2012; Online July 20, 2012

This paper presents an advanced pantograph-catenary-vehicle-track model, which allows us to analyze the vertical dynamics of the complete system. The developed model is able to evaluate the displacements and the contact force generated in the catenary-pantograph as well as the wheel-track interactions. Nevertheless, this paper focuses on the possible influence of track irregularities on the catenary-pantograph dynamic interaction. From a power spectral density function of the track irregularities, 180 track profiles and their respective catenary-pantograph-vehicle-track simulations have been generated. The wide range of results allows us to obtain some conclusions about the influence of the track profile in the catenary-pantograph behavior.

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Copyright © 2012 by American Society of Mechanical Engineers
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References

Figures

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Figure 14

Coherence function of the track profile and catenary-pantograph contact force

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Figure 13

Coherence function of the track profile and contact point displacement

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Figure 12

Autocorrelation function of the contact force

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Figure 11

Autocorrelation function of the displacements at the contact point

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Figure 10

Standard deviation of contact force

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Figure 9

Minimum contact force

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Figure 8

Maximum contact force

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Figure 7

Standard deviation of displacements

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Figure 6

Range of displacements

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Figure 5

Vehicle track interaction model validation comparison with experimental measurements

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Figure 4

Vehicle track interaction model validation

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Figure 3

Ten degrees of freedom vehicle model

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Figure 2

Three degrees of freedom pantograph model

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